Omega Owners Forum
Omega Help Area => Omega General Help => Topic started by: stevief on 31 October 2007, 13:06:29
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Guys,
Anyone know the location of the crank sensor on the 2.2DTI and how to access it?
Getting desperate as now in fault finding mode and the sensor looks to be next for changing.
Ta,
Steve
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Sorry mate
Looks like your not going to get an answer :(
Wish I could help.
Maybe we should suggest a diesel section.
There seems to be so little info on the 2.2 DTI engine. :(
Have you tried the VxON site?
I know it used to classed as the dark side ;D But you have been trying to get help for a while now.
Good Luck :y
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My educated guesstimate would be on the passenger side of the block, behind the aircon compressor area.
Can't confirm now though, no TIS at work...
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Thanks for that, I'll have a look tonight just in case I need to change it.
As stated in the main post the fault seems to happen only at low temperatures so I have disconnected the tuning module ready to start trying to tie down the problem but we are now having a heatwave :-? so of course the fault is not showing. Never thought I would complain about it being warm in November :o.
Thanks again,
Steve
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As per James reply.....I will make doubly sure this PM when I can get on my home PC.
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Item one is the connector location and 2 is the sensor itself.
(http://i23.photobucket.com/albums/b394/Marks_DTM_Calib/22DTiCrankSensor.jpg)
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Mark,
Greatly appreciated. I'm still no further forward with the fault finding but think I will change the sensor anyway and then hope for cold weather to complete the fault finding.
Cheers,
Steve
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what is the problem with your car?
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what is the problem with your car?
Rather than re-write it's all here http://www.omegaowners.com/forum/YaBB.pl?num=1192643195.
Steve
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Hmmmm......rpms are taken from the crank sensor, not the pump (coz it runs at half crank speed) but, I suspect the control module.
It needs live data analysiing when the fault occurs to check MAF readings etc.
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Hmmmm......rpms are taken from the crank sensor, not the pump (coz it runs at half crank speed) but, I suspect the control module.
It needs live data analysiing when the fault occurs to check MAF readings etc.
The problem is that the cost of the pump makes it the last thing to change and getting live data when the fault occurs is difficult due to the need for the outside temperature to be low. The though process at the moment is that the engine speed is taken from the crank sensor and it then feeds the rev counter and provides information for pump control module (?) via the ecu which if failed would tie in with why there were two codes thrown up. Just been quoted £34 + vat for a crank sensor so I'm not worried about the cost of trying it over the price of a pump.
The chip has been suggested as it is fitted directly between the pump and its normal plug so a fault in it would pass to the pump control system. It is still covered by warranty and the only way we can test it is by trial and error hence it is removed at the moment.
The car is running perfectly when it's warm outside which is throwing all kinds of confusion into the analysis but your comment on the MAF has made me think a bit more about the events leading up to this and the MAF may now be under scrutiny. Thinking back, just before all this started I had the air filter out to check it and decided to check and clean the hoses as they do get oil in them from the breather. The MAF sensor had a bit of muck on it so was given a quick spray with some electrical cleaner and put back in. No problems were seen until the outside temperature dropped significantly so I am now wondering if there is a link there.
Steve
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You could also read this, there is a good photo on there as to where things are
http://www.omegaowners.com/forum/YaBB.pl?num=1189447463
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Decided, as the weather was excellent for crawling under cars, to change out the crank sensor anyway.
Aided by Mark's previously posted pictures the connector was easy to spot and disconnected by pushing the wire retainer in toward the plug. The intercooler to inlet manifold was also removed for clearance.
Finding the sensor was impossible from above due to its location so front of the car was jacked up on the passenger side and the wheel removed with the plan being to drop the under tray for access. On getting the wheel off the sensor can be seen through the gap between the wishbone and the inner wing. Now comes the assessment section, if your arms are thin and long enough the job can be done without dropping the tray but it is tight and awkward even with long thin arms.
Tooling wise an E8 star socket with about 3 long 1/4" drive extensions and a ratchet to remove the sensor bolt, small cutters to remove the two tie wraps on the cable between the connector and the sensor and a 7mm socket + driver for the hose clips.
Once the sensor is removed check the "O" ring has come out as well, remove any debris from around the hole and fit the new sensor making sure it goes in square and fully, you'll feel the "O" ring slide home.
Re-route the cable and secure with tie wraps, much easier said than done but patience prevails, top hose back on, wheel on and away you go.
I have no idea if it has done any good as the temperatures have been fairly high, for November, but so far it has been okay down to 4 degrees C.
To minimise the changes for fault finding I have re-fitted the chip and fitted a new teperature sensor at the thermostat.
I'll update if anything comes to light over the next few weeks.