By Roy Berndt
ENGINE BUILDER Magazine
Since I started contributing to ENGINE
BUILDER, I have written about a number of different crankshafts for various
different engines and manufacturers.
Figure 1 - The differences in the signal and electrical operation between the Magnetic Field (top) and Hall Effect (bottom) type crank position sensors.
I have suggested to you to watch for
this and make sure that you have that, and encouraged you to be certain that it
is indexed to this position and so on.
But I don’t believe that I have ever
written about watching out for damaged as-cast reluctor rings, spark triggers
or whatever other name some manufacturer has given them to create their own
identity/ownership. It’s not as bad as the variable displacement acronyms but
still running a close second.
ANYWAY. Before we talk about this
issue you need to understand why this area is so critical: it triggers the
crankshaft position sensor used on engines with distributorless ignition
systems. The crankshaft position (CPS) sensor serves the same purpose as the
ignition pickup and trigger wheel in an electronic distributor. It generates a
signal that the PCM needs to determine the position of the crankshaft and the
number one cylinder.
Figure 2 - 3VZE Toyota oil pumps may have some extra casting area that can potentially cause block interference and an oil leak.
This information is necessary to
control ignition timing and the operation of the fuel injectors. The signal
from the crank sensor also tells the PCM how fast the engine is running (engine
rpm) so ignition timing can be advanced or retarded as needed. On some engines,
a separate camshaft position sensor is also used to help the PCM determine the
correct firing order. The engine will not run without this sensor’s input.
There are two basic types of
crankshaft position sensors: Magnetic Field (Variable Reluctance) and Hall
Effect (
Figure 1). The magnetic type uses a magnet to sense notches in
the crankshaft or harmonic balancer. As the notch passes underneath, it causes
a change in the magnetic field that produces an alternating current signal. The
frequency of the signal gives the PCM the information it needs to control
timing. The Hall Effect crank sensor uses notches or shutter blades on the
crank, cam gear or balancer to disrupt a magnetic field in the Hall Effect
sensor window. This causes the sensor to switch on and off, producing a digital
signal that the PCM reads to determine crank position and speed.
If a crank position sensor fails,
the engine will die. The engine may still crank but it will not start. Most
problems can be traced to faults in the sensor wiring harness. A disruption of
the sensor supply voltage (Hall Effect types), ground or return circuits can
cause a loss of the all-important timing signal, just as a crankshaft with a
damaged or missing cog/tooth in the trigger wheel of the as cast Reluctor ring
(
Figure 3) will cause problems.
Figure 3 - Image of a typical "as-cast" reluctor ring showing the number one cylinder position trigger. Note the center lug is barely more than 1/8" in thickness and as a machined piece of cast iron very brittle and susceptible to breakage with improper handling.
There are many crankshafts with
as-cast reluctor rings that have one of the notches machined to identify number
1 cylinder at TDC. Because they are part of the iron casting, these machined
areas are very fragile. Remember, cast iron is brittle and has very little
elasticity.
What you see here is indicative of
many crankshafts that have Reluctor wheels to identify the number 1
cylinder. If this small center lug is somehow broken off or damaged so
that it no longer provides a good signal the engine will not run.
I know this because of a course that
I took in SHoKU (show’ coo) (School of Hard Knocks University) when an engine
was sent out and it would not fire. So pay close attention to the way that you
handle any and every crankshaft that has an “as cast” reluctor ring on it
because the engine you may save could be the one that goes to a friend or a one
of your best customers.
I leave you with one last
Professional Builder Tip (PBT) quickie, for the 3VZE Toyota engine oil pumps.
We have found that there is a casting lug that is on the top of the pump (
Figure
2) that can give you a leak. If it is too long or has too much material a
casting lug on the top of the pump that it will intersect with a machined area
of the block and not allow the oil pump to seat completely, yet the bolts will
still torque.
The result? You will end up with an
oil leak resulting in a comeback. So watch to make certain that this casting
lug clears the block and the oil pump seats properly in its designated area.
Roy Berndt has decades of machine
shop experience. He is the Program Manager for PROFormance Powertrain Products,
a PER in Springfield, MO. He can be reached by email at rberndt@enginebuildermag.com.