Repair 7

Volkswagen uses a camshaft position sensor on the 2002 Passat sedan to relay information about the camshaft position and engine speed to the electronic control module to determine ignition timing and fuel injection synchronization. Located on the cylinder head behind the upper timing belt cover on the 1.8-liter engine, the sensor is accessible for removal and replacement. Replace the sensor using basic hand tools.

Instructions

1

Locate the cam position sensor electrical connector on the timing belt cover just to the left of center of the engine. Unlock the connector retaining tab and pull the connector off the sensor.

2

Unlock the upper timing belt cover retainer clip at the top-right corner of the cover. Pull the top of the cover away from the engine slightly and disengage the upper cover from the tab in the lower cover. Lift the upper cover straight up and out of the engine compartment.

3

Remove the two camshaft sensor retaining bolts using a ratchet and socket. Pull the old sensor off the engine.

4

Make certain the tab on the faceplate on the end of the camshaft is properly indexed in its detent. Install the new sensor on the engine. Install the two sensor retaining bolts and torque them to 88 inch-pounds using an inch-pound torque wrench and socket.

5

Position the upper timing belt cover on the engine. Engage the tab in the lower timing belt cover with the slot in the upper timing belt cover. Snap the upper cover into place. Install the camshaft sensor electrical connector and ensure the retainer locks in place.

The shaft to which the cam attaches in your car engine is known as the camshaft. The cam, usually part of a wheel or circular shaft, consists of a rotating piece of machinery that either changes linear motion into rotary motion or vice versa. Camshaft holding tools allow you to manipulate nearby machinery and devices without actually having to remove the camshaft physically. You can order all of these parts online.

Schley Holding Tool

The Schley overhead camshaft (OHC) Pulley Holding Tool works with some Toyota and Nissan camshafts. This tool has a similar design to a wrench, except it has two grooved pins protruding from it. These pins prevent the camshaft pulley from moving while you either tighten or loosen the shafts center bolt. This tool proves especially useful for Asian V-6 motors, allowing you to access the rear pulley. You may at times find it difficult to access this pulley, as it sits near the shock tower or strut bar. This tool weighs 1.1 lbs., and it costs between $35 and $55 as of 2010.

DOHC Lock Tool

The Lisle Dual Overhead Camshaft (DOHC) Lock Tool allows you to access the chains and timing belt without having to remove the entire camshaft. This tool, which keeps the camshaft sprockets stationary as you manipulate the other items, incorporates two flat ends and a bar running down the middle connecting the two. The design allows the tool to float between the two sprockets, essentially locking them in place. The tool will also act to keep the engine in time even when you are replacing the timing belt. Designed to work with any vehicle with a dual overhead camshaft, this tool costs between $30 and $40 as of 2010.

VW/Audi Locking Tool

Assenmacher specifically makes its Camshaft Locking Tool for the Volkswagen (VW) or Audi 2.0 Liter Turbo vehicle. This metal tool has two spokes that fit into the sprockets and lock them into place. This camshaft locking tool works in conjunction with locking pins, camshaft adjuster socket and a timing belt spanner wrench. The tool, compatible with VW/Audi vehicles made between 2006 and 2008, costs between $100 and $130 as of 2010.

A vehicles engine has many intricate components that work as a team to bring power to the drivetrain, resulting in movement. The camshaft is an important piece of the engines motion puzzle.

Identification

A camshaft functions by managing the engines valves. It does so by allowing a set amount of fuel and air into the compartment for combustion to move a vehicle along.

Considerations

Damage can occur to a camshaft in a variety of ways. In particular, the camshaft works in conjunction with the timing belt. If the timing belt snaps, the valves controlled by the camshaft can become warped or bent because the camshaft will have halted all movement.

Other Considerations

Oil plays a large part in possible camshaft damage. If the oil becomes low or develops an incorrect viscosity, the camshaft can wear down from poor lubrication. If you do not resolve the situation, this wear can turn into a complete breakage, causing costly repairs.

Chrysler Motors manufactured many engines independently and also collaborated with other motor companies to manufacture engines. One of the engines manufactured in collaboration was the 2.0 DOHC engine created during the 1980s. The 1988 Dodge Colt Vista Wagon featured the 2.0 G63B engine.

Camshaft Torque Specifications

The 2.0 DOHCs had two outer cap bolts connecting the camshaft to the cylinder head with 18 foot-pounds of torque and three inner cap bolts with 8.75 foot-pounds of torque. The bolt connecting the camshaft position sensor to the camshaft had 2.5 foot-pounds of torque, while the bolt connecting the camshaft position sensor to the cylinder head had 7.08 foot-pounds of torque.

Exhaust and Intake Torque Specifications

The bolts connecting the fuel rail to the intake manifold had 16.25 foot-pounds of torque. The bolts connecting the intake manifold to the cylinder head had 212 foot-pounds of torque, and the bolts connecting the throttle body to the intake manifold had 16.67 foot-pounds of torque. The bolts connecting the exhaust manifold to the cylinder head had 16 foot-pounds of torque, and the bolts connecting the exhaust manifold to the exhaust pipe had 20 foot-pounds of torque. The bolts connecting the heat shield to the exhaust manifold had 8.75 foot-pounds of torque.

Engine Specifications

The 2.0 DOHC V4 engine had a peak horsepower of 96 and a peak torque of 113 foot-pounds. The engine had a bore and stroke of 3.35 and 3.46 inches, respectively, and a compression ratio of 8.5 to 1. The engine had a displacement of 122 cubic inches, or 2.0 liters.

In 2001, Toyota Camrys were manufactured with multiple engine options. In base form, the Camry came equipped with the 2.2-liter DOHC inline four-cylinder engine which offered buyers excellent fuel economy at a reasonable price. In upgraded form, the Camry came equipped with a more powerful 3.0-liter DOHC V6 that provided more power with slightly increased price tag. The camshafts in each engine are monitored by a camshaft position sensor that records the position of the camshafts in relation to the crankshaft. The positional information is used by the PCM to alter ignition timing and ensure that the engine runs smoothly. A faulty camshaft sensor can cause symptoms such as stalling, sputtering, and lack of power. Checking the resistance on camshaft sensor terminals and comparing that to a specified value is the proper way to determine the whether the camshaft sensor is operating properly.

Instructions

2.2-Liter Engine

1

Open the hood and locate the camshaft position sensor. It is bolted to the lower-right side of the valve cover assembly, on the front side of the engine block. Its a small black sensor with a two-wire connector attached to it.

2

Disconnect the sensors electrical connector by depressing the locking tab on the connector and pulling it away from the sensor.

3

Measure the resistance across the camshaft sensors pin terminals with a digital multimeter.

4

Compare the resistance value on the digital multimeter to the specified value. The specified resistance value for the 2.2-liter engine is 835 to 1,400 Ohms when cold and 1,060 to 1645 Ohms when hot. If the sensors resistance value is outside these parameters then the sensor must be replaced.

3.0-Liter Engine

5

Open the hood and locate both camshaft position sensors; in the V6 engine there are twoone in each cylinder head. The sensor itself is located on the back rear corner of each cylinder head. It is black, just like the sensor for the 2.2-liter engine and has the same two-wire connector attached to it.

6

Disconnect the electrical connectors on each sensor by depressing the locking tab and pulling the sensor connector off of the sensors connector flange.

7

Measure the resistance across each sensors two pin terminals and record that value on a piece of paper.

8

Compare the resistance value against the specified values for the sensors. If the sensor is made by DENSO, the resistance should fall between 835 to 1,400 Ohms when cold and 1,060 to 1645 Ohms when hot. If the sensor is made by Wabash, the resistance should fall between 1,690 to 2,560 Ohms when cold and 2,145 to 3,010 Ohms when hot. The sensor should have a stamping mark on the inside of the plastic connecting flange indicating which company manufactured it. If the sensor falls outside of these specified values then it is faulty.

Camshaft position sensors, also known as camshaft position modules, come in several different types. One of the oldest is the magnetic Hall Effect sensor, which utilizes an interrupter gear to determine the crankshaft and camshafts position.

Magnetic Induction Sensors

Passing a metal through a magnetic field transfers some of the magnets force to the metal, creating electricity. A Hall Effect sensor uses a gear-like wheel passing in front of a magnet to create a rapid on/off electrical signal that tells the computer where the crankshaft and camshaft are in their rotation.

Comparison

An interrupter-type sensor functions well in most cases, but forces the computer to "guess" where the crankshaft is in the on-to-off signal transition. A second type of sensor uses a reluctor ring with a wavy surface. Instead of an on/off signal, this wavy ring causes the sensors output voltage to gradually rise and then suddenly fall off. This action gives the computer constant input so it can keep adjusting the fuel injector and ignition timing.

Failure

No permanent magnet is truly permanent, especially when its been forced to induce current for years on end. Over time the magnet weakens, reducing the sensors voltage output and sending a false or unsteady signal to the computer. This weakening can result in cylinder misfires, loss of power and an unsteady idle.