Code
P0336
Generic
P — Powertrain
Crankshaft Position Sensor A Circuit Range/Performance
Views:
UK: 32
EN: 104
RU: 83
AI status
Completed
Completed
100%
Causes
- Faulty crankshaft position (CKP) sensor
- Damaged or corroded sensor connector or wiring (open/short/high resistance)
- Incorrect sensor air gap or misalignment
- Damaged or missing teeth on reluctor/trigger wheel (crankshaft position ring)
- Oil, metal debris or contamination on the sensor or reluctor
- Failed PCM or intermittent PCM input circuit
Symptoms
- Check Engine Light (MIL) illuminated, P0336 stored
- Hard starting or no-crank/no-start
- Intermittent stalling or rough idle
- Poor acceleration, misfires, or reduced engine power
- Irregular tachometer or no tach signal
- Engine may enter limp-home mode
What to check
- Read DTC freeze frame and related codes (e.g., camshaft position codes, misfires)
- Visual inspection of CKP sensor, connector and wiring for damage, corrosion, oil contamination
- Back-probe sensor connector and verify reference power, ground and signal presence while cranking
- Measure sensor resistance (if applicable) and compare to manufacturer spec
- Capture sensor waveform with oscilloscope while cranking and at idle/varied RPM
- Inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
Signal parameters
- Hall-effect (digital) sensor: square wave, ~0–5 V logic, ~50% duty depending on trigger geometry; frequency proportional to engine RPM
- Variable reluctance (VR) sensor: AC waveform; amplitude increases with RPM (tens of mV at idle to volts at higher RPM)
- Expected consistent pulse timing and amplitude across RPM range; missing or erratic pulses indicate problem
- Typical one primary reference pulse per crank revolution or multiple pulses per rev depending on engine design (verify vehicle spec)
- Good sensor-to-reluctor air gap per manufacturer (commonly ~0.5–1.5 mm for many engines)
Diagnostic algorithm
- Verify MIL and stored data: read freeze frame and related DTCs to understand when fault occurs (cold/hot, cranking/running).
- Visual inspection: check sensor, harness, and connector for damage, oil/metal contamination, corrosion or loose mounting.
- Check power/ground: back-probe connector and verify reference voltage (if used) and ground continuity to PCM.
- Signal test while cranking: use a multimeter (frequency/AC) or oscilloscope to observe waveform. Look for missing pulses, low amplitude, noise or inconsistent timing.
- Resistance/continuity: measure sensor coil resistance for VR sensors and compare to spec; check for short to ground or open circuits in wiring.
- Inspect reluctor/trigger ring: remove access covers if required and inspect for missing/bent teeth, rust, or magnetized debris that can alter the signal.
- Wiggle test: with engine running or cranking, wiggle harness and connector to reproduce fault and isolate intermittent wiring issues.
- Replace sensor or repair wiring as indicated: if sensor waveform is weak/damaged or wiring fails tests, replace or repair and clear codes.
- Post-repair verification: clear DTCs, verify proper waveform and PIDs, test drive under conditions that previously caused the fault, and confirm no reoccurrence.
- If fault persists after sensor and wiring checks, consider PCM input circuit testing or reprogramming per manufacturer guidance.
Likely causes
- Failed or weak CKP sensor
- Wiring harness damage at sensor or connector (chafe, break, corrosion)
- Missing/bent/broken reluctor teeth or damaged reluctor ring
- Excessive sensor air gap or mispositioned sensor
Fault status
Status
Crankshaft Position Sensor A Circuit Range/Performance - signal outside expected range or inconsistent; engine timing inputs unreliable.
Repair difficulty: Medium
Diagnostic time: 1.0-2.5 hours
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