Nissan 23731-1B000 Magnet Sensor Assembly

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CPS is located on transaxle bellhousing to observe the variation of the crankshaft speed with the help of a permanent magnet, core and coil. The altering difference results into a change of the magnetic field in proximity with the sensor; this in turn alters the voltage to PCM signal. This sensor is used exclusively as the engine's light-on instrument to indicate a misfire condition. To test the sensor, first remove the electrical connector and probe the two terminals of the crank shaft sensor; the should register between 432 to 528 ohms. If the above resistance values are as specified then there could be open circuits in the wiring harness or the wiring could be damaged. Although the terminals on the sensor may be hard to reach because of the crossover exhaust manifold check tube, it may be easier to disconnect the sensor first before undertaking the test. For replacement, unbolt and slide out the heat needed retaining nut and the heat shield; disconnect the electrical connector from the sensor; and then unbolt and pull the sensor from the bellhousing. Removal is the undoing of installation, and therefore the latter is done in reverse order.

If the tests show that the sensor is working well and is not responsible for introducing a driveability problem or an OTC, the wiring harness and the connectors between the sensor and the PCM should be scanned for any opens or shorts. If there is no abnormality, it is recommended to take the car to a dealer service department or a competent repair workshop. There is the camshaft position (CMP) sensor, which targets at monitoring engine speed or position of the pistons and passing information to the computer, which in turn helps to control the duration of fuel injection and ignition timing. Namely, the sensor has a 360 slit rotor plate for each degree that gives a one percent signal and six slits for the 120-degree camshaft position signal. LED and photo diodes together are installed in the wave forming circuit; the rotor plate blocks the light beam in such a way that it sends on-off pulses to the ECM. To test, remove the distributor/CMP sensor connector, attach the positive earth end of a voltmeter across it to the B+ terminal of the harness connector then brought the negative end to the sensor connector ground terminal. Start by turning the key to the ON position without starting the engine the voltmeter should display above 10 volts or near battery voltage. Following the OFF state of the ignition, take out the distributor from the engine; reconnect the distributor connector and back probe the CMP sensor signal and grounds with the voltmeter. While the vehicle ignition is on, turn the distributor shaft slowly, then, the voltage should oscillate between the high of 0 volts to the low of 5 volts, and it should move through the ammeter six times per revolution testing the 120-degree signal. Next, back probe the CMP sensor reference and ground terminals, while with the ignition on back turn the distributor shaft again while observing and checking the 1-degree signal from the sensor to fluctuate between 0 volts to 5 volts, 360 times in one full turn. If no pulsating voltage signal is recorded at the Co-MP sensor even if battery voltage is detected, then the sensor is considered as being faulty; this means that the distributor has to be replaced since the CMP sensor is embedded therein.