Two-Wire Current Loop Speed/Timing Active

Sensor

Daniel Kentner - Staff Instructor, Global Manpower

Development
While one can troubleshoot a sensor as long as the out-
put signal of the suspect sensor is known, the new active
two-wire current loop speed/timing sensor can prove to be
a challenge at times. This two-wire current loop sensor
for speed/timing can be found on engines using the A4:E2
Engine ECM. The A4:E2 ECM is currently used on the
4.2, 6.4, 4.4, and 6.6 engines.
Fig. 1
The reference signal for the two-wire current loop sensor
is a square wave Hall Effect signal. Low (off) states of
the square waves of Hall Effect sensors are normally zero
volts (Fig. 1). The square wave signal on the two-wire
current loop sensors differs from most Hall Effect sensors,
though. The off state of the square wave for this sensor is
approximately 5 volts, not zero (Fig 2).

The only FMI available for the primary and secondary

speed/timing sensors is an 08 – “Abnormal Frequency,
Pulse Width, or Period.” One can not open or short the
harness to verify if the code changes state, as can be done
with 03 or 04 FMIs, since the 08 FMI will be activated in
the event of a sensor failure, control failure, or a shorted
or open harness fault. So how does one troubleshoot this
type of sensor? The Troubleshooting Guide states that one
can swap the primary or secondary sensors in the event of
a suspected failure to see if the problem follows the sus-
pect sensor during the swap. A technician can also discon- Fig. 2
nect the harness from the sensor and the ECM, and then
take the time to check the circuit for opens, or check for
shorts to other circuits. These procedures work fine, but
I find it much faster to use a fabricated two-wire breakout
harness or 7X-1710 Probes to check the voltage to and the
signal of the suspect sensor.

The screenshots shown are of a Fluke 123 Scopemeter, but

a Fluke 87V works very well for checking the signal of the
speed/timing sensor. Even though the voltage supply for
the sensors is 8 volts, the desired key on/engine off voltage
while the sensor is in the circuit should be approximately
5 volts (Fig 3). This is due to the sensor having a voltage
drop across it. The harness is not faulty if approximately
5 volts is present during this check. Perform the harness
check as stated in the Troubleshooting Guide if desired
voltage is not present.
Fig. 3
The signal can be checked once it has been established
that power is present and the harness is not faulty. The
frequency output of the sensor is what a technician should
be most concerned with when troubleshooting. Set the
DMM to measure frequency for DC. It is very important
to note that the DMM may have to be manually ranged
in order to pick up a frequency. I have found that the DC
frequency range must be manually set to the “60” range on
my 257-9140 (Fluke 87V) in order to measure the fre-
quency. The frequency can also be measured with the AC
setting on the 257-9140. Be sure to manually range the
meter in the AC setting, as well.
Fig. 4
Some software releases will allow a technician to look at
both sensor signals at the same time. One quick check is
to look at Status Screens in ET for speed/timing signals.
A technician can then measure the signal at the sensor if
no RPM is indicated in ET. There should be a measured
frequency on the secondary speed/timing sensor while
cranking the engine during cranks but will not start con-
ditions. The primary engine speed/timing sensor should
be checked if the engine starts but is in derate. The fre-
quencies for low idle and high idle are shown (Figs. 4, 5
- Notice the unique identifier for the number 1 cylinder in
each screenshot). The sensor is functioning properly if a
signal is measured at the sensor and the frequency changes
in proportion to engine RPM. The sensor is faulty if there
is no measured frequency throughout all of the manual
ranges of the DMM. At this time the sensor can be tem-
porarily replaced to see if the problem is repaired. Always
reconnect the suspect sensor to verify that the problem
returns. The sensor can be permanently replaced if the Fig. 5
problem returns with the suspect sensor.

The signal can be checked at the ECM if no signal was de-

tected in the Status Screen in ET, and a signal is measured
at the sensor. Temporarily replace the ECM if a signal
is measured at the ECM but RPM is not displayed in ET.
Always reinstall the suspect ECM to verify that the prob-
lem returns. The ECM can be permanently replaced if the
problem returns with the suspect ECM.