If the PCM receives an incorrect number of pulses, Diagnostic Trouble Codes (DTCs) should be stored in the PCM. The PCM compares the number of camshaft sensor reference pulses and the number of crankshaft position sensor reference pulses received.

The PCM constantly monitors the number of pulses on the signal circuit. The Powertrain Control Module (PCM) uses the camshaft position sensor to manage sequential fuel injection and as part of misfire diagnosis. The number of pulses counted in one second is the signal frequency. The PCM counts the number of pulses to determine the camshaft speed. As each cam gear tooth passes the sensor magnetic pick-up an AC voltage pulse is induced in the coil. The CMP sensor is positioned next to the cam gear. The Camshaft Position (CMP) sensor consists of a permanent magnet, yoke and coil. Your next step in this situation would be to verify either low oil pressure or a bad sending unit and take appropriate action. These trucks (that being Rangers in general, not just the 3.0) are known for having flaky oil pressure sending units that like to give false low readings. If your oil light comes on while driving, as soon as its safe to do so, put the truck in neutral, turn the ignition off, and coast to a stop. Don’t ignore squeaks or long engine cranking times, as these can be indicative of cam sensor or cam syncro problems. After that, pull the syncro and check it at 50K miles and replace again every 100K miles. If buying a DIS 3.0 with more than 80K miles on it you should replace the syncro shaft. Even if you see the oil light come on, you might not be able to safely pull over and shut the truck down in time to save the engine. It can take a matter of seconds to completely destroy an engine while driving at highway speeds and no oil pressure. With the syncro shaft no longer turning, the oil pump is no longer turning, thus oil pressure drops to zero. The force of the cam syncro being stopped and the cam still spinning either rips the teeth off the gear or sheers the roll pin…either case causes the cam syncro shaft to disengage the cam. The gear that engages the camshaft itself is attached to the cam syncro shaft with a roll pin.

This puts a sudden halt on the cam syncro shaft. If left unchecked, the bushings will continue to wear to the point where the metal flag that is supposed to pass through the cam position sensor contacts the sensor. At this point, the cam syncro shaft will usually emit a noise very similar to a belt squeal (but not always). For some reason (and this doesn’t appear to be a problem on distributor engines for some reason), these bushings seem to wear prematurely, thus allowing the cam syncro shaft to wobble. The cam syncro shaft rides on a set of bushings. The camshaft position sensor bolts to the top of the cam syncro shaft, and this metal flag passes through the sensor…in this way the engine knows exactly where the cam is in its rotation (and thus, when the #1 cylinder is on its compression stroke). The cam syncro shaft has a small metal flag on the top of it. Since the bottom half of the distributor would have to remain anyway, the easiest way to retrieve a camshaft position signal would be to mount a sensor right on top of this “cam syncro shaft” (or Camshaft Synchronizer). The bottom half that engages the camshaft and drives the oil pump would have to remain (less Ford redesign the entire block). since the oil pump is driven by the camshaft via the distributor on this (and many “V” pushrod engines), Ford could not completely do away with the distributor. This system uses a set of positioning sensors, one on the engines crankshaft and one on the engines camshaft, to determine when to fire the spark plugs.

Starting in 1995, the 3.0L received a distributorless ignition system (DIS). Do not get this confused with a CPS which is a Crankshaft Position Sensor)īe sure to check out our Ford Ranger 3.0 Forum ( NOTE: Also referred to as the CMP CaMshaft Position sensor.

Diy ford camshaft synchronizer tool