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[Debs.]

This is very interesting information. I've come across one or two cars in the past that have had persistent 19 codes present, and occasional stalling, despite new sensors fitted. Never did get to the bottom of any of them. Sensors OK, wiring perfect right back to ECU.

Indeed, Kevin.
Perhaps I should do a concise write-up on the V6 crank sensor variations for the maint. guide section with pictures and part numbers (thanks to AndyC)......Because the EPC shows only two (of three possible) crank-sensor applications for the 2.5, this clearly is a 'situation' others will visit.

[aaronjb]

There are also two different types of spark plug listed for the 2.5 V6,the later type being quite a bit more expensive than the earlier type. Ive no idea what the difference is between the two.

Two electrode and four electrode? I thought the latter was only the 2.6, but maybe they changed mid 2.5 years?

[albitz]

Nope - both twin electrode. Quads for DBW engines are yet another variant.The type listed on TC site are for earlier cars,dealers kept trying to charge me around 50% more than it stated on TC site so I went to AndyC. Andy then delved a bit deeper and discovered that there are two types for the 2.5 V6 and the later type are more expensive than the earlier type.

[Jimbob]

This is very interesting information. I've come across one or two cars in the past that have had persistent 19 codes present, and occasional stalling, despite new sensors fitted. Never did get to the bottom of any of them. Sensors OK, wiring perfect right back to ECU.

Indeed, Kevin.
Perhaps I should do a concise write-up on the V6 crank sensor variations for the maint. guide section with pictures and part numbers (thanks to AndyC)......Because the EPC shows only two (of three possible) crank-sensor applications for the 2.5, this clearly is a 'situation' others will visit.

Sounds a good idea

[aaronjb]

Nope - both twin electrode. Quads for DBW engines are yet another variant.The type listed on TC site are for earlier cars,dealers kept trying to charge me around 50% more than it stated on TC site so I went to AndyC. Andy then delved a bit deeper and discovered that there are two types for the 2.5 V6 and the later type are more expensive than the earlier type.

Ahh - I remember that thread, I think

[Debs.]

Pupdate:

Just back from Lookers VX (Birkenhead) clutching the correct (new/replacement) crank-sensor.......which was exchanged efficiently and without extra-cost with the one incorrectly previously supplied (although, in accord with the EPC).

The parts counter chap (Stan), was very keen to sort out the problem quickly.....and is to be highly recommended for approachability and helpfulness......I did mention OOF so he now knows about us.

[Kevin Wood]

Excellent news, Debs. Nice to see a main dealer going beyond the call of duty to sort it out, too.

Kevin

[Jimbob]

result!

[Andy B]

Well done Debs! Sorted!

[M Kerr]

 
Persistence pay off it seems.  Superb thread.

Can I ask does anyone know what the innards of the crank sensor look like?  I have always assumed that the mechanism was something very simple; some sort of magnet activated in response to a counterpart on the crank itself.

Any enlightenment?

[Abiton]

There's more than one type.
Haynes wiring diagrams show different 'schematics' within the symbols for them, some appear to be one coil, some two, and some have an active device inside, as far as I recall.   
The one I dissected off our '95 2.0 had two coils inside, on/in a piece of 'pot-core' ferrite IIRC, I'll have a search when I get a chance and see if I can find the thread where I described it. 
'Variable reluctance' I think is the term for this type of sensor/target wheel.

[M Kerr]

Cheers Abiton,

It sounds like some sort of "Hall Effect" or variable potentiometer system.  I look forward to seeing your post if you can find it.

Cheers

[Kevin Wood]

The sensor is a variable reluctance sensor (VRS).

http://en.wikipedia.org/wiki/Variable_reluctance_sensor

Essentially, a magnetic core with a coil wound round it. As a metal tooth on the crank passes the sensor, the magetic field around the coil collapses and induces a current in the coil.

The other type, with 2 coils, is often used where slower signals must be captured, such as on a camshaft sensor. A high frequency signal is fed to one coil and the current induced in the other coil is reduced as a metal tooth passes the tip of the sensor.

Hall effect sensors have also been used in this type of application.

[Abiton]

http://www.omegaowners.com/forum/index.php?topic=71388.msg982426#msg982426

Reply #33 onwards.