P1007

Code

RENAULT P — Powertrain

- Crankshaft position (CKP) sensor - signal over 3500 rpm

Brand: RENAULT

Type: P — Powertrain

Views: UK: 2 EN: 9 RU: 4

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Page language: EN

Read freeze-frame and freeze/record data with a scan tool to confirm the code set condition (RPM at event, number of occurrences)
Visual inspection of CKP sensor, connector, wiring harness and routing for chafing or damage
Wiggle test of wiring/connectors while engine is idling and when revving (safely) to recreate fault
Inspect reluctor/tooth wheel for missing/damaged teeth, oil contamination, and correct seating
Check sensor mounting and air gap per OEM specification
Measure sensor signal with an oscilloscope while revving engine to 3500+ rpm to observe waveform

Hall-type CKP: clean square wave transitions between reference low and high voltage (usually 0–5 V logic levels) with consistent amplitude at increasing rpm
VR-type CKP: AC sine-like waveform; amplitude increases with engine speed. At higher rpm the waveform should remain sinusoidal with no irregular spikes or dropouts
Frequency relationship: frequency (Hz) = (engine RPM / 60) × pulses per engine revolution (verify tooth count for the specific engine)
Acceptable behavior: stable, consistent waveform shape, no missing pulses, no excessive noise or amplitude collapse when revving above 3500 rpm
If pulses are missing, distorted, or amplitude collapses at higher frequencies, the CKP circuit or sensor is suspect

Retrieve freeze-frame and note RPM and conditions when DTC set. Confirm reproducibility safely on a road or dyno test.
Visually inspect CKP sensor, connector and wiring for damage, corrosion, and secure routing. Repair any obvious issues.
Check and clean connector contacts; reconnect and apply dielectric grease if appropriate. Re-check for intermittent faults with wiggle test.
Verify sensor mounting and air gap per Renault specification; correct any loose mounts or incorrect gaps.
Use a lab-quality oscilloscope to capture CKP waveform while slowly increasing engine speed through 3500 rpm. Look for missing pulses, amplitude drop, excessive noise or jitter.
If waveform shows problems, inspect the reluctor/trigger wheel for damaged, missing or magnetized debris. Replace or repair as required.
Backprobe sensor supply and ground (Hall sensor) while revving to confirm stable supply voltage and ground reference at high rpm. Repair power/ground issues if present.
If wiring and connector check good but waveform is poor, bench-test or replace CKP sensor with known-good unit and re-test. VR sensors can be tested with AC measurement on scope or DVM under cranking.
If a replacement sensor and wiring repair do not cure the issue, check ECU input circuitry and grounds; consider ECU fault if signals are correct at sensor but ECU reports errors.
Clear codes and perform functional/road test to verify repair. Monitor live data and waveform to ensure no recurrence.

Broken or chafed signal wire causing intermittent connection that shows up at high rpm
Connector corrosion or loosened connector pins that vibrate and lose continuity at higher engine speeds
Reluctor/wheel with damaged or slipped teeth causing pulse distortion at high rpm
CKP sensor beginning to fail, producing reduced amplitude or noisy waveform as frequency increases
Excessive sensor air gap due to improper installation or bent bracket causing weak signal at high rpm

⚠️ Status

CKP sensor signal abnormality detected above ~3500 rpm. The ECM saw an out-of-range or intermittent crank position signal at high engine speed.

🟡 Repair difficulty: Medium

⏱️ Diagnostic time: 1-3 hours

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P1007 — - Crankshaft position (CKP) sensor - signal over 3500 rpm