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Home / DTC / P1335 — CKP Circuit

P1335 — CKP Circuit

Detailed page for trouble code P1335.

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Code

P1335

BUICK P — Powertrain

CKP Circuit

Brand: BUICK
Type: P — Powertrain
Views: UK: 17 EN: 41 RU: 24
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
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Code

P1335

CADILLAC P — Powertrain

CKP Circuit

Brand: CADILLAC
Type: P — Powertrain
Views: UK: 22 EN: 46 RU: 28
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
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Code

P1335

CHEVROLET P — Powertrain

CKP Circuit

Brand: CHEVROLET
Type: P — Powertrain
Views: UK: 19 EN: 42 RU: 23
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
Send to email
Code

P1335

CHRYSLER P — Powertrain

CKP Circuit

Brand: CHRYSLER
Type: P — Powertrain
Views: UK: 25 EN: 48 RU: 27
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
Send to email
Code

P1335

DAEWOO P — Powertrain

#5 MISFIRE CIRCUIT - OPEN

Brand: DAEWOO
Type: P — Powertrain
Views: UK: 2 EN: 9 RU: 2
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
Send to email
Code

P1335

GEO P — Powertrain

Crankshaft Position Sensor Circuit

Brand: GEO
Type: P — Powertrain
Views: UK: 19 EN: 41 RU: 22
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
Send to email
Code

P1335

GM P — Powertrain

CKP Circuit

Brand: GM
Type: P — Powertrain
Views: UK: 20 EN: 40 RU: 23
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
Send to email
Code

P1335

GMC P — Powertrain

CKP Circuit

Brand: GMC
Type: P — Powertrain
Views: UK: 20 EN: 48 RU: 32
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
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Code

P1335

HUMMER P — Powertrain

CKP Circuit

Brand: HUMMER
Type: P — Powertrain
Views: UK: 6 EN: 12 RU: 8
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
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Code

P1335

LAND ROVER P — Powertrain

Malfunction of the engine position sensor circuit

Brand: LAND ROVER
Type: P — Powertrain
Views: UK: 4 EN: 14 RU: 6
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Workshop Manuals

Repair manuals for LAND ROVER

3

Land Rover Defender 300Tdi — Workshop Manual (1996 model year)

Workshop Manual
Defender 300Tdi Years: 1996 Manual in English 7.5 MB
Short description

Official workshop manual for the Land Rover Defender 300Tdi (from 1996 model year). Contains specifications, adjustment, fault diagnosis and step-by-step repair and overhaul procedures for engine, transmission, axles, suspension, brakes, electrical and body. Intended for dealer workshops and trained technicians.

Contents
Key sections:
  • 01 INTRODUCTION
  • 04 GENERAL SPECIFICATION DATA
  • 05 ENGINE TUNING DATA
  • 07 GENERAL FITTING REMINDERS
  • 09 LUBRICANTS, FLUIDS AND CAPACITIES
  • 10 MAINTENANCE
  • 12 ENGINE Tdi
  • - Description and operation
  • - Fault diagnosis
  • - Adjustment
  • - Repair and overhaul procedures
  • 19 FUEL SYSTEM Tdi
Download

Land Rover Defender Workshop Manual Supplement & Body Repair Manual (1999 & 2002 MY)

Workshop Manual
Defender Years: 1999–2002 Manual in English 7.6 MB
Short description

Workshop Manual Supplement and Body Repair Manual for the Land Rover Defender. Includes general specifications, maintenance schedules, tuning data and step‑by‑step repair procedures for engine, transmission, suspension, brakes, electrical and body repairs. Covers Defender models from 1999 and 2002 model years.

Contents
Key sections:
  • 01 - INTRODUCTION
  • - Introduction
  • - Dimensions
  • - References
  • - Repairs and replacements
  • - Poisonous substances
  • - Fuel handling precautions
  • - Synthetic rubber
  • - Recommended sealants
  • - Used engine oil precautions
  • - Accessories and conversions
  • - Wheels and tyres
Download

Land Rover Range Rover — Electrical Library (LRL 0453ENG, 2002)

Workshop Manual
Manual in English Pages: 494 7.1 MB
Short description

Land Rover Range Rover Electrical Library (LRL 0453ENG). Comprehensive manual covering fuse details, earth points, system descriptions, diagnostics and connector pin-outs for electrical troubleshooting and repair. Intended for technicians and service workshops.

Contents
Key sections:
  • 1 INTRODUCTION
  • 1.1 About this document
  • 1.2 Battery voltage
  • 1.3 Electrical precautions
  • 1.4 Battery disconnecting / charging
  • 1.5 Disciplines / greases
  • 1.6 Abbreviations
  • 1.7 HeVAC, sensors abbreviations
  • 1.8 How to use this document
  • 1.9 Connector detail format
  • 1.10 Fault diagnosis
  • 1.11 Wire colour codes
Download
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Code

P1335

LEXUS P — Powertrain

CKP Sensor Circuit Malfunction During Engine Running

Brand: LEXUS
Type: P — Powertrain
Views: UK: 20 EN: 42 RU: 27
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
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Code

P1335

MERCEDES-BENZ P — Powertrain

CKP Sensor IFI

Brand: MERCEDES-BENZ
Type: P — Powertrain
Views: UK: 11 EN: 25 RU: 11
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
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Code

P1335

MITSUBISHI P — Powertrain

Piston position sensor 1

Brand: MITSUBISHI
Type: P — Powertrain
Views: UK: 4 EN: 13 RU: 9
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
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Code

P1335

NISSAN P — Powertrain

Crankshaft Position Sensor REF

Brand: NISSAN
Type: P — Powertrain
Views: UK: 20 EN: 43 RU: 23
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
Send to email
Code

P1335

OLDSMOBILE P — Powertrain

CKP Circuit

Brand: OLDSMOBILE
Type: P — Powertrain
Views: UK: 20 EN: 43 RU: 28
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
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Code

P1335

SATURN P — Powertrain

CKP Circuit

Brand: SATURN
Type: P — Powertrain
Views: UK: 19 EN: 43 RU: 27
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
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Code

P1335

SCION P — Powertrain

Crankshaft position sensor circuit malfunction

Brand: SCION
Type: P — Powertrain
Views: UK: 1 EN: 4 RU: 1
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
Send to email
Code

P1335

TOYOTA P — Powertrain

No Crankshaft Position Sensor Signal Engine Running

Brand: TOYOTA
Type: P — Powertrain
Views: UK: 19 EN: 40 RU: 27
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
Send to email
Code

P1335

VOLKSWAGEN P — Powertrain

Engine Torque Monitoring 2 Control Limit Exceeded

Brand: VOLKSWAGEN
Type: P — Powertrain
Views: UK: 18 EN: 41 RU: 22
AI status
Completed
ready
Completed 100%
Page language: EN

Causes

  • Damaged or contaminated CKP sensor
  • Open, shorted or corroded wiring/connector between CKP sensor and PCM
  • Faulty CKP reluctor/trigger wheel (missing, damaged, loose teeth)
  • Intermittent connector contact or bent pins
  • Failed or intermittent PCM/ECM input circuit
  • Incorrect sensor air gap or sensor misalignment

Symptoms

  • Engine may crank but not start, or difficult/no-start conditions
  • Intermittent stalling while driving or rough idle
  • Lack of RPM signal on a scan tool or erratic RPM reading
  • No spark or intermittent ignition misfires
  • Check Engine Light (MIL) illuminated with P1335 stored
  • Reduced engine performance or limp-home mode

What to check

  • Read and record freeze frame and live data with a scan tool (engine speed, DTC history)
  • Inspect CKP sensor connector and wiring for corrosion, bent pins, damaged insulation, or loose terminals
  • Visually inspect reluctor/trigger wheel for missing or damaged teeth and correct alignment
  • Backprobe sensor connector to verify reference voltage and ground (if applicable)
  • Wiggle-test harness while monitoring live RPM/signal to reproduce intermittent faults
  • Check for related DTCs (camshaft sensor, crank/cam correlation) that may indicate timing or sensor alignment issues

Signal parameters

  • Hall-effect CKP: digital square wave, typically 0–5 V (or pull-up to reference voltage), transitions corresponding to reluctor teeth
  • Variable Reluctance (VR) CKP: AC sine/triangular waveform, amplitude increases with RPM (typical ~0.2–2.0 VAC at low speeds; higher as RPM increases)
  • Frequency: proportional to engine speed; pulses per revolution equals reluctor tooth count—confirm expected pulse count for engine
  • Signal should be stable and consistent when cranking and at idle; no excessive jitter or dropouts

Diagnostic algorithm

  1. Verify the code and retrieve freeze-frame/live data. Confirm symptom reproducibility (no-start, stall, erratic RPM).
  2. Visually inspect CKP sensor, connector, and wiring for damage, contamination, corrosion, or loose terminals. Repair as needed.
  3. Check sensor supply: backprobe connector to verify reference voltage (if Hall sensor) and good ground. For VR sensors check AC output while cranking with a DVOM/oscilloscope.
  4. Measure sensor resistance (for VR sensors) and compare to factory spec. If out of range, replace sensor.
  5. Use an oscilloscope to view the CKP waveform while cranking and running. Look for missing pulses, weak amplitude, noise, or irregular timing. Confirm pulse count per crank revolution.
  6. Inspect reluctor/trigger wheel for damage, missing teeth, or misalignment. Repair or replace as required; verify correct air gap between sensor and reluctor.
  7. Perform continuity and short-to-ground/battery checks on wiring between sensor and PCM. Repair any opens or shorts; replace damaged harness or connectors.
  8. If wiring and sensor test good, consider swapping with a known-good sensor (if available) or inspect PCM inputs. Replace PCM only after all other causes eliminated and with proper bench/diagnostic verification.
  9. Clear codes and retest under same conditions to confirm repair. If intermittent, road test and monitor live CKP signal and RPM for stability.

Likely causes

  • Contaminated or failed CKP sensor
  • Broken or shorted harness/connector at CKP sensor
  • Damaged reluctor ring or missing teeth
  • Poor ground or reference supply to the sensor

Fault status

⚠️ Status
Malfunction detected in crankshaft position (CKP) sensor circuit — check sensor, wiring, reluctor, and PCM input.
🟡 Repair difficulty: Medium
⏱️ Diagnostic time: 1.0-3.0 hours
Your experience will help others
+100 karma for a short comment :)
Keep it short and practical. Up to 500 characters.
Send to email

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