Crankshaft Position Sensor location

Hello, I'm Danny.

Yes, you have to remove the starter motor to have better access. Here is a tutorial showing what is involved for a crankshaft position sensor:

https://www.2carpros.com/articles/crankshaft-angle-sensor-replacement

I've attached picture replacement steps below for your car. Hope this helps and thanks for using 2CarPros.

You just measure the resistance across the terminals on the sensor with it unplugged. Typically you would see around 800-1200 ohms Whey they fail they wont read a resistance value they will read as a open.

Here is the location of the crankshaft sensor and instructions on how to replace it in the diagrams below. I found both engines.

Crankshaft Position System Variation Learn

Note: The crankshaft position (CKP) system variation learn procedure is required when the following service procedures have been performed, regardless of whether DTC P0315 is set:

* Engine replacement
* Engine control module (ECM) replacement
* Crankshaft damper replacement
* Crankshaft replacement
* CKP sensor replacement
* Any engine repairs which disturb the crankshaft to CKP sensor relationship

Note: The scan tool monitors certain component signals to determine if all the conditions are met to continue with the CKP system variation learn procedure. The scan tool only displays the condition that inhibits the procedure. The scan tool monitors the following components:

* CKP sensor activity-If there is a CKP sensor condition, refer to the applicable DTC that set.
* Camshaft position (CMP) signal activity-If there is a CMP signal condition, refer to the applicable DTC that set.
* Engine coolant temperature (ECT)-If the engine coolant temperature is not warm enough, idle the engine until the engine coolant temperature reaches the correct temperature.

1. Install a scan tool.
2. Monitor the ECM for DTCs with a scan tool. If other DTCs are set, except DTC P0315, refer to Diagnostic Trouble Code (DTC) List - Vehicle (See: A L L Diagnostic Trouble Codes ( DTC ) > Diagnostic Trouble Code Descriptions > Diagnostic Trouble Code (DTC) List - Vehicle) for the applicable DTC that set.
3. With a scan tool, select the CKP system variation learn procedure and perform the following:

1. Observe the fuel cut-off for the applicable engine.
2. Block the drive wheels.
3. Set the parking brake.
4. Place the vehicle's transmission in Park or Neutral.
5. Turn the air conditioning (A/C) OFF.
6. Cycle the ignition from OFF to ON.
7. Apply and hold the brake pedal for the duration of the procedure.
8. Start and idle the engine.
9. Accelerate to wide open throttle (WOT). The engine should not accelerate beyond the calibrated fuel cut-off RPM value noted in step 3.1. Release the throttle immediately if the value is exceeded.

Note: While the learn procedure is in progress, release the throttle immediately when the engine starts to decelerate. The engine control is returned to the operator and the engine responds to throttle position after the learn procedure is complete.

10. Release the throttle when fuel cut-off occurs.

4. The scan tool displays Learn Status: Learned this Ignition. If the scan tool indicates that DTC P0315 ran and passed, the CKP variation learn procedure is complete. If the scan tool indicates DTC P0315 failed or did not run, refer to DTC P0315 (See: A L L Diagnostic Trouble Codes ( DTC ) > P Code Charts > Powertrain Management). If any other DTCs set, refer to Diagnostic Trouble Code (DTC) List - Vehicle (See: A L L Diagnostic Trouble Codes ( DTC ) > Diagnostic Trouble Code Descriptions > Diagnostic Trouble Code (DTC) List - Vehicle) for the applicable DTC that set.
5. Turn OFF the ignition for 30 seconds after the learn procedure is completed successfully.

Check out the diagrams (Below). Please let us know if you need anything else to get the problem fixed.

Sorry here is a guide to help you

https://www.2carpros.com/articles/how-to-use-a-voltmeter

Those had a coil of wire wrapped around a magnet. It's that coil you would read the continuity of with your ohm meter meter.

With the newer three-wire sensors, that coil of wire can still be used, but you can't get to any test points to measure it. Most crankshaft position sensors and camshaft position sensors use "Hall Effect" transistors. Those turn on and off in the presence of a magnetic field. In this case, they have their own internal magnets, and a notch or a finger of a metal "pole piece" moving by disturbs its magnetic field. That change in the magnetic field is what turns the transistor on and off. That switching transistor turns circuitry in the sensor on and off. Because of that circuitry, there is no way to test one of these sensors with an ohm meter.

If you want to get really carried away, you can buy an expensive digital meter that measures frequency, but even most mechanics never do that. Your meter measures AC voltage, but it is only accurate when measuring a 60 Hz sine wave, meaning house current. Crankshaft position sensor signals are square waves, and never at 60 Hz. Your meter will likely not read the signal, even if the sensor is working.

You might get some indication on the DC scale, but I wouldn't even know for sure what to expect. Most position sensor signals switch instantly between 0.0 volts and 5.0 volts. During engine cranking, the voltage would change much faster than as often as the meter takes a new reading and displays it. At most all you'd see is random numbers bouncing around that wouldn't mean anything. If you were real lucky, you might see the change between 0.0 and 5.0 volts if you rotated the engine slowly by hand. Some sensors don't generate a signal until their magnetic fields are disturbed more quickly, as in cranking speed, so you still would not have any information of value.

The place to start is by reading and recording the diagnostic fault codes. Codes for position sensors don't always set right away, but if you do get a code related to the cam or crank sensor, understand those codes never ever say to replace a part or that one is bad. They only indicate the circuit or system that needs further diagnosis, or the unacceptable operating condition. First you have to rule out connector terminal and wiring problems, and mechanical problems associated with that code. In the case of a crankshaft position sensor code, there is probably a 75 percent chance a code is caused by the sensor, but you also must consider the air gap, (on engines where that is adjustable and critical), and whatever moving parts triggers those signals.

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